Goldberg



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9 Claims. (Cl. 105-404) This invention relates to railway car construction and involves novel structural combinations and features incident to the construction of a railway car built from a combination of wood, laminated plywood and veneers adhesively bound together.

A broad object of this invention is to produce a railway car of substantially all wood cellular laminated construction, comprising broadly in combination a cell forming wood framing acting as a spacer for inner and outer plywood skins, attached to such framing to form what can be technically termed a shell of stressed-skin or monocoque construction.

A further object of this invention is to provide a railway car of such construction in which all the structural members including the framing and plywood skins are united, in the main by an adhesive, to provide what may be termed a structurally homogeneous shell.

A further object of the invention is to provide a railway car of this type in which loads are transmitted throughout the entire structure without undue local concentration; a load applied at one point of the car finds its way from the floor, for example, through the side walls and into the roof in varying proportions, depending upon the type of load applied.

Another object of the invention is to take advantage of stressed skin construction to insure the efiicient use of all material involved in the construction of the car which is to say that every piece of material is structurally in work.

A further object of this invention is to provide a railway car of this type having no center sill, with the resultant advantages of lower cost, less weight, greater load capacity and better distribution of stresses in use.

Another feature of the construction herein disclosed lies in the fact that there are no members in the structure that act in an unsupported manner for a considerable length, with the result that the construction is more rigid for the amount of material used than in the more common type of railway car construction employing the beam and column method of construction.

Other general objects of the invention are to provide a railway car which is smaller and lighter for a given load carrying capacity, as compared with a steel railway car; which is more rugged for the amount of material used; which is less expensive to maintain; which is less likely to be damaged by fire and if so more easily repaired; which is naturally more absorbent of shocks; which is more resilient making it more resistant to damage by external shock as well as to shocks of wear due to lading; which is smaller for a given volume of lading; and which is more resistant to salt air, cinders, acid fumes and the like.

The railway car construction herein disclosed is of equal utility for use in refrigerator cars, as well as in ordinary box cars, and in addition to the above advantages which apply to both equally there are special advantages thereof when employed in a refrigerator car.

Therefore, another object of this invention is to pro-.

2,736,273 Patented Feb. 28, 1956 vide a refrigerator car having a thinner wall construction of higher thermal efliciency than a comparable refrigerator car of ordinary construction, and by reason thereof a greater load carrying capacity for a given overall size.

A further advantage of the construction herein disclosed when employed in a refrigerator car is found in the elimination of any substantial conductive paths of heat transfer through the walls thereof.

A more detailed object of the invention is to provide a cellular floor, wall and roof construction for an all wooden cellular laminated refrigerator car, providing pockets containing heat insulating material acting to inhibit the condensation prevalent in cars of conventional construction.

A further object of this invention is to provide a railway refrigerator car so constructed as to facilitate the maintenance of sanitary conditions therein.

Another advantage of this invention when applied to refrigerator cars and resulting from the construction herein disclosed is found in the fact that the car while using permanent ice bunkers, may be constructed to provide the same lading space as provided by an ordinary refrigerator car having collapsible ice bunkers when such bunkers are fully collapsed.

A more detailed object of this invention is to provide either a refrigerator or an ordinary box car built in accordance with the construction herein disclosed with either steel or laminated wood bolsters.

Another detailed object of the invention is to provide an all wood cellular laminated car construction in which the floor of the car is normally under a high compression preload, whereby it is highly resistant to deformation under excessive draw bar pull.

Still another object of the invention is to provide a railway car of substantially all wood cellular laminated construction capable of far greater resistance to impact loads than comparable steel cars.

Another object is to provide an all wood cellular laminated railway car having a longer first class life for first class ladings than a comparable steel car, as well as a longer overall life.

Many other and more detailed objects of the invention Will be apparent from the following description of the embodiments of the invention described herein in connection with the attached drawings.

In the accompanying drawings,

Figure l is a combination cross-sectional phantom and side view of a refrigerator car constructed in accordance with this invention, showing a portion of the car in elevation;

Figure 2 is a cross-sectional view taken on the line 22 of Figure 1;

Figure 3 is a cross-sectional view taken on the line 3-3 of Figure 1;

Figure 4 is a cross-sectional view taken on the line 4-4 of Figure 2;

Figure 5 is a typical transverse cross-sectional view of the car body;

Figure 6 is a typical horizontal cross-sectional view through a side wall, end wall or roof panel;

Figure 7 is a cross-sectional view taken on the line 77 of Figure 2 with the flooring surfaces added;

Figure 8 is a transverse crossrsectional view through the floor panel and a portion of the side walls taken on the line 8-8 of Figure 2 with the flooring surfaces added;

Figure 9 is a cross-sectional view taken on the line 9-9 of Figure 11 with the outer skin added, showing the top longitudinal side edge corner construction;

Figure 10 is a side elevational view of the keying member used to join together sections of the construction of Figure 9, as shown in Figure 11;

Figure 11 is a top plan view of the structure of Figure 9 with the top plywood skin removed;

Figure 12 is a diagrammatic plan view of the car floor and the construction at that level showing how the bottom longitudinal corner elements and the bottom transverse corner elements are keyed into the floor panel;

Figure 13 is a cross-sectional view taken on the line 13-13 of Figure 2;

Figure 14 is an outside elevational view of the car construction at a doorway, showing a portion of the door frame;

Figure 15 is a horizontal, cross-sectional view through the side members of the door frame, on the line 15-15 of Figure 14;

Figure 16 is a horizontal, cross-sectional view on the line 16-16 of Figure 14-;

Figure 17 is a transverse, cross-sectional view through the door head on line 17-17 of Figure 14;

Figure 18 is a transverse, cross-sectional view through the door sill on line 18-18 of Figure 14;

Figure 19 is an elevational view of the door framing;

Figure 20 is a cross-sectional view on the line 20-26 of Figure 19 with the outer skin and trim strip included, showing diagrammatically the side wall panel at the door opening;

Figure 21 is a cross-sectional view taken on the line 21-21 of Figure 22 of a modified form of bolster and draft sill;

Figure 22 is a cross-sectional view taken on the line 22-22 of Figure 21;

Figure 23 is a cross-sectional view taken on the line 23-23 of Figure 21;

Figure 24 is an enlarged front elevational view of the details of the structure by means of which the draft sill is attached to the end of the car, showing some parts in cross-section;

Figure 25 is a cross-sectional view taken on the line 25-25 of Figure 24;

Figure 26 is a cross-sectional view taken on the line 26-26 of Figure 24;

Figure 27 is an end elevational view, somewhat diagrammatic in form, of a boxcar constructed in accordance with modifications of this invention;

Figure 28 is a cross-sectional view taken on the line 28-28 of Figure 27, showing a portionof the near side of the car in elevation, and a portion of the far wall with its inside plywood skin removed;

Figure 29 is a composite View of the boxcar showing at the lefthand end of the roof framing, at the center a further portion of the roof framing and a portion of the floor framing, and at the right end a plan of a portion of the flooring, a plan of a portion of the bolster and flooring reinforcement, and a portion of the side and end walls in horizontal cross-section;

Figure 30 is an elevational view of a portion of the framing of the side wall of the boxcar;

Figure 31 is a cross-sectional view of the corner construction by the juncture of the floor panel and a side wall panel at a lower side corner of the boxcar;

Figure 32 is a vertical, cross-sectional view through the end wall of the boxcar and a portion of the roof and floor;

Figure 33 is an enlarged cross-sectional view taken on the line 33-33 of Figure 27;

Figure 34 is an elevational view of the framing of an end wall of the boxcar;

Figure 35 is an enlarged longitudinal, central, sectional view through the floor of the boxcar at the draft sill showing the wooden bolster construction and reinforcement in cross-section;

Figure 36 is a cross-sectional, longitudinal view of the wooden bolster construction and reinforcement taken on the line 36-36 of Figure 38;

Figure 37 is a similar view taken on the line 37-37 of Figure 38;

Figure 38 is a diagrammatic plan view of the boxcar flooring at the bolster;

Figure 39 is an elevational view of a portion of the door opening framing of the boxcar;

Figure 40 is a cross-sectional view taken on the line 40-40 of Figure 39; 1

Figure 41 is a cross-sectional view taken on the line 41-41 of Figure 39;

Figure 42 is a detailed, perspective and cross-sectional view of the construction at the lower corner of the door framing of the boxcar;

Figure 43 is a cross-sectional view taken on the line 43-43 of Figure 45, showing the modification of the wooden bolster structure for the boxcar and comprising a view similar to that of Figure 36;

Figure 44 is a cross-sectional view taken on the line 44-44 of Figure 45 of this modification; and

Figure 45 is a cross-sectional view taken on the line 45-45 of Figure 44 of this modification.

An overall object of this invention is to provide a railway car of wood cellular laminated construction which is as strong as a steel car of the post and beam type of construction, but which is superior to a steel car by reason of the inherent characteristics of wood. These inherent characteristics of wood, when embodied in the novel physical construction herein disclosed, lead at once to the general advantages of providing a smaller and lighter car for the same load carrying capacity as compared with a steel car, incidentally providing a higher internal loading height. Such a car is cheaper to construct, easier to keep clean, maintain and repair. In the case of fire a steel car is readily subject to mass deformation, whereas a fire in a wooden car may easily be localized and the damaged parts repaired. Thus a wooden car is less likely to suffer total damage as compared to a steel car, likely to be destroyed by mass deformation at relatively low temperatures.

A wood car is naturally more absorbent of impact forces, and, therefore, more protective of the lading and of adjacent cars in a train. In refrigerator cars it is better adapted to efiicient insulation, requiring less icing for long trips, an important advantage in itself in the economic efficiency of such a car throughout its useful life.

A laminated cellular wood car is not just a little lighter, but is substantially lighter than a steel car of equal load carrying capacity. For example, a forty foot steel refrigerator car has a tare weight of approximately 67,000 pounds, whereas a fifty foot car of the construction herein disclosed has a tare weight of approximately 54,000 pounds. in a refrigerator car this increased length permits the installation of permanent, as distinguished from collapsible, ice bunkers, resulting in a substantial reduction in the original cost of the car. The additional ten foot of length provides with permanent ice bunkers the same lading volume as a forty foot steel refrigerator car having collapsible ice bunkers.

Advantage is taken in a wooden refrigerator car of the natural insulating qualities of the wood construction to provide better refrigeration with less icing during summer to prevent spoilage of perishable products, and to minimize the chances of freezing of such products in winter. Additionally, a wood refrigerator car can be sprayed in the summer with water to cool it by evaporation, especially if the wood has been waterproofed, a desira'ble practice which cannot be used with steel cars due to the danger 'of rusting.

As will appear hereinafter, the all wood laminated con struction produces a better looking and neater car which can be kept much cleaner on the interior because of the flush surfaces inherent in the construction.

A very important characteristic of the construction herein disclosed is that the stresses are distributed fairly uniformly throughout theskins forming the homogeneous shell, as distinguished from the usualbearn and column 

